Truck and wheel train especially intended for railroad vehicles



Sept. 6,1938. E. BUGATTH ZJZQAQS TRUCK AND WHEEL TRAIN ESPECIALLY INTENDED FOR RAILROAD VEHICLES Filed May 26, 1956 5 Sheets-Sheet l Sept. 6; .1 938. E. BUGATTI ,1

TRUCK AND WHEEL TRAIN ESPECIALLY INTENDED FOR RAILROAD VEHICLES Filed May 26, 1936 3 Sheets-Sheet 2 fly? J 4 X f y I? 5 9 kk/g E. BUGATTI Sept, 6;, 1938.

TRUCK AND WHEEL TRAIN ESPECIALLY "INTENDED FOR RAILROAD VEHICLES Filed May 26, 1956 v 5 Sheets-Sheet 3 ///WM V Patented Sept. e, 1938 v 1 2,129,405:

TRUCK AND WHEEL TRAIN ESPECIALLY IN- TENDED FOR RAILROAD VEHICLES Ettore Bugatti, Molsheim, France Application May 26, 1936, Serial No. 81,934 In France June 3, 1935 5 Claims. (01. 105-471) In order to enable the wheel trains and the It will be readily understood that, owing to the trucks of railway vehicles to adequately take the connection that is thus provided, the suspension curves of a railway track, several axles, or even springs can be relieved from the funcion they all the axles, are allowed, in certain cases, to had to assume as sides of the deformableparal- 5 take limited displacements in the direction of lelogram above mentioned.

their axes, that is to say displacements trans- Another advantage resulting from this system verse to the direction of the track. Thus, in of connection between theaxles consists in the three-axle Vehicles, or in three-axle trucks, it is fact that, to a lateral displacement of the axles, customary to provide a play between the journal there corresponds a movement of liquid which in- 10, boxes of the intermediate axle and the pedestal volves a certain resistance tothe flow of the. jaws between which these boxes are adapted to liquid, which resistance can be modified by inmove vertically. creasing or restricting the sections of the pas- In my U. S. Patent No. 2,089,110 dated August sages for the liquid. It is even possible, and this 3, 1937, I have described and claimed a system is an interesting feature of the present invention,

1 5-for interconnecting the axles of a multiple axle to provide means for adjusting these sections of truck to one another in such manner that, in a flow so as to obtain a truck the deformability curve, the axles are imperatively compelled to of which within the permitted limits can be more remain parallel. For instance the axles may or less-reduced.accordingto theworking-condiform, by pairs, together with longitudinal springs tions. The resistance tothe deformations of pivotally connected to the frame of the truck, the truck, or, more generally, of the wheel train, 20 jointed parallelograms the deformations of which is an obstacle to nosing movements. This reare limited by stops. With arrangements of this sults from the fact that, when, for instance, the kind, the springs that are consideredare called front wheel. on the right hand side strikes upon to perform several functions, and especially through its flange the rails on the right hand that of imparting to one axle a lateral displace-v side, the shock that results therefrom produces 25 mentwith respect to the frame of the truck or a slight displacement of thefront axle laterally conversely when the other axle of the group of toward the left hand side and therefore a correaxles interconnected by thesprings in question spending. but opposed displacement of the axle is moved laterally, that is to say in the transor axles hydraulicallycoupled therewith. Due

verse direction. In some cases, it may be de-' to the resistance to. the flow .of the liquid, this 30 sirable to relieve the suspension springs of persituation does not disappear immediately, but forming the last mentioned function, which is everything takes place as if the transverse spacall the more difficult to carry out when the vehiing of the wheels of the truck had increased cle is running at a higher speed, and. consethat is to say as if wheel fiangesfitted exactly quently, the effects of the centrifugal force, inbetween the two series of rails. Therefore nosing 35 curves, are more important. displacements of the truck are no longer possible.

The object of the present invention is to pro- Of course, the hydraulic coupling of the axles vide a device which permits of obtaining this re shall be obtained by making use of a liquid sult but which is not limited exclusively to the which isnot liable to change its state, for instance 40 particular trucks just above mentioned. This to freeze, within the range-of temperatures pre- 40 device can be applied whenever an axle must im,- vailing in use. I In order to avoid the, drawbacks part to another axle a lateral displacement with that might result fromexpansion or contraction respect to the frame of the vehicle or of the of the liquid, it is generally advantageousto adtruck or wheel train. joincompensating reservoirs, forinstance of the The essential feature of the present invention bellows: type, gas reservoirs, etc.','to the system ac- 45 consists in interconnecting two axles or more cording to the invention. I may also fit the than two axles through hydraulic means employhydraulic coupling device with return devices, ing a fluid which isincompressible or little com,- for instance springsintended to urge the axles pressible, in such manner that, toa lateral dis-v toward their normal position. j U

placement ofone of these axles, there corresponds The stops or other means provided for limit-.--

' predetermined lateral displacement ordisplaceing the transverse displacements ofthe axles-[to ments of the other axle or axles. respectively. the maximum value imposedthereon in curves of This hydraulic connection does not exclude the very small radius can advantageously be comuse of mechanical connections combined therebined. with the hydraulic coupling device. ,For

5 5.-; withinstance, I may, as hereinafter explained.. ar

range the device in such manner that, at the end of the maximum permissible stroke, an axle causes a certain amount of liquid to be imprisoned in a closed chamber, this mass of liquid then playing the part of an incompressible block preventing any further displacement.

The invention can be carried out practically in various forms. In a general way, I associate with each axle or each wheel one or several chambers capable of containing liquid and a wall of which is movable in response to variations of the amount of liquid present in the chamber. For instance the chamber is given the form of a cylinder containing a piston, hydraulic bellows, a box with a membrane, and so on.

as it will be hereinafter described for some specific examples. This system of pipe may, if needed, be combined with mechanical transmission devices. They may also be fitted with devices for compensating for expansion of the liquid. These devices may also, either as a modification or as supplementary arrangement, be fitted directly on the chambers themselves.

These chambers may be mounted in such manner as to be supportedby the frame or by a part connected thereto in such manner as to act on the corresponding axle or wheel. The reverse arrangement could also be employed.

My invention further includes the construction of complex wheel trains or trucks in which one or more groups of. axles or elementary trucks are adapted to move as a whole in the transverse direction withrespect to the axles or elementary trucks or with respect to the frame of the vehicle or of the wheel train, the displacements being controlled in accordance with the displacements of .the other axles or trucks or.

inversely, through hydraulic connections- Preferably, the elementary trucks are of the type including hydraulic connections.

Other features of the present invention will result from the following detailed description of some specific embodiments thereof.

Preferred embodiments .of the present invention will be hereinafter described, with reference to the accompanying drawings, given merely by way of example, and in which:

Fig. 1 is a, diagram of the hydraulic connections which may be provided between the axles of a truck including eight wheels;

Fig. 2 is an analogous view showing the same truck running along a curved portion of the track;

Figs. 3 to 6 are analogous diagrammatical views corresponding to trucks having three and five axles;

Fig. 7 diagrammatically shows, in transverse sectional view, one half of an axle and of the hydraulic device associated therewith;

Figs. 8 to 12 are similar views showing other embodiments;

Figs. 1 to 6 have a purely diagrammatic char-1 acter and, in thesefigures, the curvature of.the

track was greatly-exaggerated so as to better illustrate the characteristics of the invention.

The truck shown in Fig. 1 includes four axles 0;,1), 0, (2 capable ofmoving transversely, within certain limits, with respectto the frame designated by reference character C. This frame C is connected to the vehicle throughthe usual pivot or king-bolt designated by reference char-..

acter P. In ordentosimplify the disclosure it has been supposed that the axles are of the 1- Between the various chambers I provide, for instance by means of pipes, the'desired connections,

suspended type, that the pistons of the hydraulic cylinders (11, b1, 01, (11 are rigid with axles a, b, c, d and that these cylinders (11, b1, 01, d1 are rigid with the rigid frame C. As shown in solid lines in the drawings, cylinders a1, b1, same as cylinders c1, d1 communicate together on either side of the corresponding pistons. Under these conditions (Fig. 2), when forinstance axle 11 moves toward the left hand side with respect to frame C, the axle 1) moves toward the right hand side and the displacements are the same if the cylinders are supposed to be equal. The same is true for axles c, d. It is also possible to connect the cylinders as shown by the dotted lines of Fig. 1. In this case, at any time, the displacements of axle a are equal in magnitude to the displacements of axle 0 but take place in the opposite direction and the same is true for the displacements of axles b and d;

It is also possible, as shown by Fig. 3, to arrange in parallel relation the cylinders corresponding to the respective axles, for instance the axles c, J, g of a six-wheeled truck. To a transverse displacement of axle e there correspond displacements of axles f, g which are such that the sums of the volumes of the chambers limited on the same side of the pistons remain constant.

In the truck shown by Fig. 4, which includes three axles h, i, la, the central axle i is connected, through a bar 7' rigidly fixed thereto, to the pistons of two cylinders the sectional areas of which are equal to one half of the sectional areas of the cylinders corresponding to axles h and 70 respectively.

The truck with three axles l, m, 11 shown in Fig. 5 includes only two hydraulic cylinders connected'together as in the case of axles a and b" bution of the loads to the axles. I

The truck or wheel train of Fig. 6 includes five axles designated by reference characterso, p, q, r, s and a main frame t, which may be the frame of the vehicle. In the example illustrated by this figure, it has been supposed that, on the one hand axles o and p, and on the other hand axles 1' and s, constitute two elementary trucks forming two deformable parallelograms at the ends of frame t. It has been further supposed that axle q, movable transversely with respect to frame t, positively controls the displacements of the whole of elementary truck 0', p transversely to frame 15 or inversely. According to the diagram, the piston w, connected to frame t, is of a section larger than that of piston Z connected to the intermediate axle q, and the connections between the cylinders are crossed in such manner that, to a transverse displacement of axle q there corresponds a displacement of truck 0, p in the opposite. direction, but with a smaller amplitude.

The above diagrams have been given merely in order to illustrate the possibilitiesof the system according to thepresent invention. Of course they might be modified, either by providing different connections or by combining some of the distinct connections above described, without departing from the principle of the invention.

I will now describe some embodiments of the present invention adapted to be used in actual practice.

In the case of Fig. 7, the axle I can slide transversely with respect to the frame 2, which is contact with parts rigid with the frame.

either the frame -of-the truckor-wheel-traimor the chassis of the vehicle. For this purpose, the

5, are rotatably' journaled on said axle. Y The axle carries; for instance in its middle part; a piston 6- capableof movingin a cylinder l which is supported by strap 3 through a bracket 8; Cylinder'T is provided with conduits or pipes 22' leading to one orseveral cylinders analogous to cylinder 1 and associated with other axles.-

It'will be readily understood'that, if axle I is caused to slide-transversely, it drives liquid out of cylinder- 'Ithrough either of conduits 22 and thus controls, through connections devised as above explained-g'the displacement of one or several of theother axles. On the other hand, axle I can be imperatively moved in response to dis placement of one or several of the other axles.

In order'toxlimit the lateral displacement of the axle in onedirection or the other with respect to the frame, I may make use, in the known manner, of stops, consisting for instance of collars carried by'axle 'I and adapted to come into In the present case, these stops may be combined with piston 6, their di'splacementbeing'limited by the wallsof cylinder. 1.. I may also dispose the conduits'22"on'cylinder I in such manner that piston 6, after having moved a certain distance, covers the port which connects the corresponding conduit with cylinder 1. From this time on, the incompressible liquid shut off between the piston and one of the cylinder ends constitutes a very efficient stop.

In order to compensate for expansions or contractions as may occur in the liquid, I may provide, either on cylinder I or on conduits 22, compensating devices which may consist of small air reservoirs located at the upper part of the hydraulic transmission, in such manner that expansion of the liquid merely produces a compression of said air, without the pressure being unduly increased in the hydraulic system.

Fig. 8 shows a modification in which cylinder 1 is directly carried by the spring strap or by the grease box l2. In this case, piston 6 acts no longer upon the axle but upon wheel through the medium of a rod 9 provided at its end with a roller l0 adapted to run along a roller track ll provided on wheel 5.

This embodiment can be employed, for instance, when the wheel is fixed in a rigid manner on the revolving axle. It will be noted that, in this case, piston 6 is a single acting piston and that it is advisable to apply an analogous arrangement to the other wheel of axle i.

Fig. 9 corresponds to the case of a dead (nonrevolving) axle cooperating with a wheel adapted to turn freely thereon, this system coacting with a double acting piston and cylinder system. The rod 9 of piston 6 constitutes, in this particular case, the pin for fixation of suspension spring 4, engaging the eye thereof. As this spring cannot move transversely with respect to the truck frame or the frame of the wheel train (according as the case may be), the piston is itself stationary and the transverse displacements are effected by cylinder l or axle I, which is rigidly connected therewith.

Fig. 10 shows an analogous embodiment in the case of a single acting piston and a live axle. It will be noted that bearings, such as ball bearings I3, and M, are interposed between the axle on the one hand, and the shackle or the cylinder on theother hand." The axle can slide with respect to bearing l3 but not with respect to bearing M (which is preferably'devised' in such manner as to constitute a; thrust-bearing). In this case, it is'advi'sableto'inakeuse of a similar arrangement for the other'wheel'corresponding to the axle that is considered; since piston. Bis of the single acting type. Itjis possible, in an embodiment.

analogous to that of Fig. 10, to group the cylinderssuch as l by' making use of the construction illustrated. by Fig. 11. It is also possible, by modifying the liquidinlet faces, to make use of a cylinder analogous to that of Fig. 9.

Fig. 12, which relates to the case of an axle I with respect .to which wheel 5 can turn freely, shows a chamber l5 closed on one side by a membrane l6) andwhich constitutes the equivalent of the cylinders and pistons above described. Chamber l5fis connected to the frame and the transverse displacement of the axle is controlled by membrane. Hi. It should be noted that I have disclosed a single action. hydraulic device, which calls for the presence ofa similar device, on the other side ofthe axle, but I might also arrange thesystemin suchmanner that liquid is admitted on'the. other side of the membrane, in which casethe-hydraulic device would be of the double acting type. membrane system disclosed by Fig. 12 might be substituted for any of the piston and cylinder devices above described.

In the specific embodiment of Fig. 12, membrane l6 acts upon a push rod l1, and the pushrods l1, l1 disposed on either side of the axle are connected to a central collar l8 fitted without transverse play on the axle I through Cardan joints H! which permit relative warping of shackles such as shackle 2|]. A lever 2| connected to the truck frame keeps collar l8 in the correct position.

Of course, the invention is not limited to the specific embodiments above described and details of these embodiments could be used in connection with other arrangements based upon the same principle. For instance the cylinders adapted to cooperate with pistons, or the chamber shown in Fig. 12, could be replaced by hydraulic bellows. I might also provide means for returning the parts into their intermediate positions. Also it will be readily understood that the transmission might be of a partly hydraulic type since, for instance, a liquid connection, such for instance as that constituted by the liquid column interposed between two cylinders could be replaced by a rod forming a plunger piston at both ends.

In a general manner, while I have, in the above description, disclosed what I deem. to be practical and eflicient embodiments of the present invention, it should be well understood that I do not wish to be limited thereto as there might be changes made in the arrangement, disposition and form of the parts without departing from the principle of the present invention as comprehended within the scope of the appended claims.

What I claim is:

1. In a railway vehicle, the combination of a rigid frame, at least three transverse wheeled axles held in parallel spaced apart relation in said frame, relatively shiftable with respect to said frame in the transverse direction, and hydraulic means operatively interposed between the frame and the axles for causing a positive predetermined interdependence of the transverse In a, general.;;manner. they All shifting displacements of said axles with respect to said frame.

2. In a railway vehicle having a rigid longitudinal structure and at least three transverse wheeled axles held in parallel spaced apart relation in said frame, relatively shiftable in the transverse direction with respect to said frame, a device for equalizing the lateral centrifugal thrusts imparted to the axles when the vehicle is negotiating a curve which comprises a hydraulic pump operatively interposed between each axle and said frame, responsive to relative V transverse displacements between the same, and

at least one hydraulic line adapted to interconnect all the hydraulic pumps.

3. An eight wheel railway truck which comprises in combination a frame, leading and trailing couples of flanged wheel axles held in transverse parallel relation by said frame and transversely movable with respect thereto, and hydraulic means associated with each couple oi axles for positively causing each axle in said couple to move transversely in response to a transverse movement of the other axle by the same amount but in opposite direction.

4. In a railway vehicle having two flanged wheel axles parallelly arranged for relative transverse displacements in a longitudinal rigid structure, a hydraulic cylinder and piston pump interposed between each axle and the structure, one member of which is rigid with the axle while the other member is rigid with the structure, said cylinder having a side port adapted to be covered by said piston; and a hydraulic line running from the side port of one of the hydraulic pumps to the side port of the other hydraulic pump, said line having a liquid tight connection with each pump cylinder; whereby the transverse displacements of the axles are rendered interdependent and are individually limited.

5. In a railway vehicle having two flanged wheel axles parallelly arranged for relative transverse displacements in a longitudinal rigid structure, a hydraulic cylinder and piston pump interposed between each axle and the structure, one member of which is held against longitudinal movement relative to the axle while the other member is held against longitudinal movement relative to the structure, said cylinder having a port adapted to be covered by said piston; and a hydraulic line running from the side port of one of the hydraulic pumps to the side port of the other hydraulic pump, said line having a liquid tight connection with each pump cylinder; whereby the transverse displacements of the axles are rendered interdependent and are individually limited.

ETTORE BUGATTI. 

